Power-transmitting device.



P. B. LASKEY.

' POWER TRANSMITTING DEVICE.

APPLICATION FILED JUNE 8, 1909.

1,086,674, Patented Feb. 10, 1914.

a SHEETS-SHEET 1.

[NVbi VTOR (bi/T WIT/V55 P. B. LASKEY.

POWER TRANSMITTING DEVICE.

APPLICATION FILED JUNEB, 1909.

Patented Feb. 10,1914.

a SHEETS-SHEET 2.

P. B. LASKEY. POWER TRANSMITTING DEVICE.

APPLIOATION FILED JUNE 8, 1909. 1,086,674. Patented Feb. 10, 1914.

3 SHEETS-BEEET 3.

[NVE/VTOR B y T neyS illlmllllll '7 IIHHI1% a IIII/ PHILIP n. LASKEY, orMARBLEHEAD, MASSACHUSETTS.

POWER-TRANSMITTING DEVICE.

Specification of Letters latent. Patented Feb. 10, 1914i.

- Application filed June 8, 1905'. Serial No. 500,853..-

To all whom itmay concern:

Be its known. that I, PHILIP B. LAsKar, a citizen of the United States,residing at Marblehead, in the county of Essex and State ofMassachusetts, have invented or discovered certain new and usefulImprovements in Power-Transmitting Devices, of which the following is aspecification, reference being had therein to the accompanying drawings.

This invention relates to a power trans- ",mitting mechanism moreespecially adapted for use with motor vehicles but which may also beused for other urposes, if desired, and the invention has or its objectto provide a variable speed transmission mechanism in which the-hih-speed position of the parts will permit a direct connection of thedriven shaft with the driving shaft, and in which the construction andarrangement of.

the parts are suchas to provide for a silent niwltiple speed forwarddrive and a reverse drive by a comparatively simple mechanism whichwillreqnire only one counter-shaft, as also to provide a controllingmechanism by which the gearing for producing diflerent speeds anddirect-ions of drive may be con-- trotled by a single movement in onedirection of a single controlling lever. In the present improvedower-t-ransmitting mechanism when the irecthigh-speed. driving parts.are in operation the gearing for the reduced speed drives and for thereverse drive are at rest, although still connect-ed or gearedtoroperation, and as these gearing parts are at rest during the operationof the high speed driving mechanism all friction and noise: which mightotherwise result -be of any suitable construction, and-which for apreferably two-part from an idle movement of these parts is avoided.This is-particularly advantageous in that inthe operation of most motorvehicles the high speed driving mechanism is in operation during most ofthe time and the reduced speed and reverse drive. gearing mechanisms arebrought into use comparatively infrequently, or for comparatively shorttimes. 'Also the present improved power transmitting mechanism is ofsuch construction and is so connected with the controlling lever thatwhen the lever is moved to a position for the purpose of effecting achange in speed such movement may be quickly made and the lever releasedby the driver before the parts have been moved. to effect the change in.gearing, the

movement of the clutching device being efprovides bearings main shaftcomprising .and the driven shaft 14, which is in alinement, with thepower shaft and which will .be connected in any suitable manner withsitioh will automatically effect the clutching operations.

Other objects of my invention, together with means whereby the samermaybe carried into effect, will best be understood from :the followingdescri tion ofone form or embodiment thereof i ustrated in theaccompanying drawings. It is to be understood, however, that theconstruction shown and described has been chosen for illustrativepurposes merely, and that many other embodiments thereof may be adoptedwithout departing from the spirit and scope thereof.

In said drawings :Figure 1 is a plan View of a transmission mechanismconstructed in accordance with: my invention. Fig. 2 is a horizontalsection of the parts shown in Fig- 1. Fig. 3- is. a detail plan View ofa movable clutch device hereinafter referred to. Fig. t is a plan Viewof the controlling mechanism. Fi 5 is an elevationuof the J parts shownin ig. 4. Fig. 6 is asectional" view taken substantially on the line6-6,-

Fig. 4. Fig. 7 is a longitudinal section. of

one of the yielding connections hereinafter referred to.

.I have chosen for illustration and description herein mechanismconstructed and air-- range-d to provide for a forward drive of threespeeds, herein referred to as the high speed, the intermediate speed,and. the low speed, respectively, and a reverse drive.-

Referring to the drawings, 12 denotes a portion of a gear case or framewhlch may the power shaft 13 the driving wheels of the vehicle or anyother part or machine to be driven. Any suitable driving means orrotating actuator for the mechanism may be employed. In

the construction herein shown 15 denotes a clutching" operation inanysuitable manner loo , gagement with the said pulley the power I rectlshaft 13 and the driven shaft 14, when connected therewith, will be inoperation.

Slidingly mounted on the power shaft 13 is a double acting or two-facedclutching hub 17 having on one face suitable clutch projections 18 forengagement with similar clutch projections on a hub 19 preferably formedintegral with the driven shaft 14 for the purpose of directly connectingthe said driven shaft to the power shaft for the high speed drive.Mounted in suitable hearings in the gear case or frame 12 is a countershaft herein shownas formed in two parts 21 and'22 which are preferablyalways diand positively connected by means hereinafter describedexcepting on the re verse drive. Keyed to the part 21 of the countershaft, in the form of the invention herein shown, is a sprocket wheel23, connected by a chain 36 with a cooperating sprocket wheel 33 looseon the power shaft 13 but capable of being clutched thereto by suitableclutch projections on the hub 17. \Vhen the hub'17 is inthe positionshown in Figs. 1 and 2 the shafts l3 and 14 are directly connected forthe high speed drive,-

the sprocket wheel 33 being at this time unclutched and thecounter-shaft inoperative. Movement of the hub 17 to its oppositeextreme will result in releasing the shafts 13 and 14 from theirdirecthigh speed drive connection and will operatively connect thesprocket wheel 33 and shaft 13, thereby setting into operation thecounter shaft through which the shaft 14 is actuated for theintermediate, low speed, and reverse drives.

The sprocket wheel 33 and the clutch hub 17 each have suitableprojections for the purpose of forming a grab or positive clutch ofordinary construction, and said clutch hub 17 and sprocket 33 are alsopreferably provided with means for frictional interengagement prior totheir positive "engagement, said means as shown comprising a series ofspring fingers 34 carried by said hub and adapted for frictionalengagement with an annular flange or ridge 35 on the hub of the wheel33, so that when the clutch hub 17 is to be operatively engaged with thesaidwheel said spring fingers in passing over the said annular flange orrib will have a fric-' tional engagement therewith so as to startthewheel 33 into rotation frictionally before the positive drivingprojections on the clutch hub secured on said wheels are engaged, and

thereby provide for a gradual starting or setting into motion of thepart 21 of the countershaft through the medium of the chain 36connecting the said sprocket wheel 33 with the sprocket wheel 23.Suitably secured to or formed integral with said shaft part 21 is asecond sprocket wheel 24 having a sleeve-like hub portion 25. Saidsprocket 24 is connected by a chain 31 to a co6perating sprocket 32loose on the shaft 14 and adapted to be clutched thereto by a seconddouble-faced clutching hub 20 slidingly mounted on the driven-shaft 14for rotation therewith. The sprocket wheels 24 and 32 with their chainconnection form the intermediate speed driving mechanism, it beingobvious that when the sprocket wheels 33 and 32 are clutched to theirrespective shafts the shaft 14 will be driven from the power shaft 13through the sprockets 33 and 23,- counter-shaft part 21, and sprockets24 and 32. i

Slidingly mounted within the hub ortion 25 of the sprocket wheel 24 andsplmed or 7 otherwise suitably connected thereto is a' sleeve or hub 26rovided with an integral or rigidly attached gear wheel 27 whose purposewill be hereinafter described. The hub 26 is provided at its inner endwith,clutch projections 28 adapted for engagement with similarprojections 29 formed on one face of a disk portion 30 preferablyintegral with the counter shaft part 22 whereby said counter-shaft parts21 and 22 are directly and positively connected as above stated.

Mounted for rotation independently of the driven shaft 14 but adapted tobe clutched thereto by the hub 20 is a sprocket wheel 37 connected byachain 38 with a smaller sprocket wheel 39 keyedvto the part 22 of thecounter-shaft. Said sprocket wheels 37 and 39 and connecting chain formthe low speed drive, it being obvious that the shaft 14 may be drivenfrom the power shaft 13 through the sprockets 33 and 23, countershaft21, 22, and sprockets 39 and Preferably secured to or formed lntegralwith the sprocket wheel 37 is a gear wheel 40 arranged for engagement;with the gear wheel 27, which, for the reverse drive, Wlll beoperatively connected with the art 21 of the counter shaft through themed um of the sleeve 25 which rotates with the shaft 21. When thesliding hub 26, with whlch the gear wheel 27 is herein shown as being111- tegral, is-moved to a position to cause the said gear wheel 27 toreglster'with the gear wheel 40, the said hub Wlll be unclutched fromthe part 22 of the counter-shaft and this disconnection of the said hub26 on said shaft 22 will thus permit of the reverse drive.

While the foregoing at present appears to me to be the preferableconstructlon, it is obvious that other means maybe employed foroperatively connecting the countershaft with the shaft 14 throu h themedium of the chain 38 or the gears 2 and 40 An important part of thepresent invention is the controlling mechanism for the transmissiongearing which has already been described. A preferred form of suchmechder side of the said flange are preferably locking dog 42 tofrictionally retain the said which, taken in connection with Fig. 1,show the connection of this mechanism with the her of rack teethconstituting a single racking may be controlled as desired.

rea er's V anism will now be described, reference being had moreparticularly to Figs. 4 and 5,,

parts above described.

Mounted on any suitable fulcrum sup ort is a controlling lever 41provided wit a suitable, preferably spring-pressed, lockingdog 42'adapted for engagement with any one of a seriesof notches 43 formed inthe curved flange 44.0f a sector plate 45', and between which lockingnotches 43 on the unformed slight indentations 46 which will serve,inconnection with said spring pressed controlling lever in neutral orintermediate positions in; which the driven shaft and all of thegearing, excepting, m the preferred shaft, will be at 'rest ashereinafter more fully described. Connected by a link 71 with thecontrolling lever 41 is a slide or sliding bar 47 formed with a suitablenum- 48 arranged for successive engagement with each of three pinions49, 50 and 51, so that by moving the said rack bar through the medium ofsaid lever the transmission gear- The pinion 49 is attached at the upperend of a rock shaft 52 mounted in any suitable frame portion 53andprovided at its lower end with an arm 54 joined by a connecting rod55 (see Figs. 1 and 4) with an arm 56 on the upper end of a rocksh'affi57 pro vided with a fork 58 for sliding the clutch hub 17 back and forthon the power shaft 13, thus controlling the direct drive between saidpower shaft 13 and the driven shaft 14, as also the transmission drivebetween the said power shaft and the countershaft.

The pinion 50 is .moun-ted in the upper end of a rock shaft 59 providedat its lower end with an arm 60 joined bya'comlecting rod 61 (see Figs.1 and 4) with an arm 62 on the upper end'of a rock shaft fig-providedwith a fork 64 for shifting the clutch hub 20 back and forth in order toengage said clutch *hub either with the intermediate speed sprocketwheel .32 or with the low speed sprocket whet-31 37 and reverse gear 40.

The pinion 51 is attached at theupper end of the rock shaft 65 providedat its lower end with an arm 66 connected by a connecting rod 67 (Figs.1 and 4) with an arm 68 of a rock shaft 69 provided at its lower endwitha fork FD-engaging the clutch hub 26 for the purpose of controlling theoperation of the sprocket wheel =39 for th'edow speed forward *drive andthe engagement of the. gears 27 and 40 for the reverse drive.

The rack '48 arranged to engagez-the pinions 49, 50 and "51successively, and is of the pinions are provided with interengagingparts or surfaces adapted to cause saidpinions to be locked inthedesired manner, and in the construction shown, said slide 47 is providedat either side of the rack 48 with a tongue or edge portion 72 adaptedto enter suitably disposed'notches 73 formed in one or more of the teethof each of said pinions,

see more particularly Fig. 6, 'Each of they connecting rods 55, 61, and67 is preferably provided with a yielding element, desig nated as awhole in the drawings by the numeral 81, arranged to permit thecontrolling lever 41 to be moved at any time'and to any positionirrespective of the relative positions of the various parts of thetransmission mechanism, and thereafter released, and to cause asubsequent automatic operation of the clutches when the proper timetherefor has been reached. These yielding connections are allsubstantially similar to one another, and the preferred construction ofone of them is shown in detail in Fig. 7. Said device as shown comprisesa sleeve 74 provided-with a'slot or slots 75 and with projections 76(see Fig. 4) adjacent said slot or slots, and arod 76 arranged to movein said sleeve and provided with the pin or projection 77 passingthrough the slot 75.- Adjacent each end of the sleeve 74*is a-fixedcollar 78, while at either side of the projection 76 is a movable collar79, said movable collars being normally held in engagement with saidprojection-76 by spri s 80 interposed between the collars 78 and 9.. i

It will be observed that each of the clutch devices 17, 20. and 26 isdouble acting or movable into two opposite clutching or operativepositions between which 1s an inter mediate or inoperative position. Theslot 7 5 of each of said devices 81 is preferably of a lengthcorresponding to the necessary longitudinal movement of thecorresponding connecting rod for moving its clutch from one operativepositionto the other. Referring now to Fig. 7, and assuming the clutchcontrolled by the device therein shown to be in itsintermediate orinoperative posiibipn, suppose the red 7 6 to be moved to the e t. 80will be suflicientto cause the engagement of the clutch if the clutchfaces are in proper position. If not, said spring will be compressed andthe pin 77 moved to the left extremity of the slot 75. ,Thereafter whenthe clutch faces arrive in clutching The tension of the left hand spring7 position the. spring 80 will expand and the sleeve 74 be moved adistance to the left corresponding to one-half the length of the slot 75,'and the parts will again be in the relative position shown in Fig. 7but moved as a whole a certain distance to the left. Upon the movementofthe rod 76 to the right from its last position to return the clutch toits intermediate position, if such clutch becomes caught or fails to beimmediately disengaged the pin 77 will be moved to the right handextremity of the slot 75, and thereafter, if said rod, 76 be movedfarther to the right to move the clutch into its opposite clutchingposition, the parts will be positively disengaged. It will therefore beseen that the device 81 providesmeans whereby the clutches may beengaged yieldingly but positively disengaged if necessary.

The operation of the mechanism as a whhle may now be briefly describedas fol- .lows: In the drawings the parts are shown in the positionoccupied by them for the '3 direct forward high speed drive, in whichcondition the lever 41 would be in its extreme forward position withgitslocking dog engaging the foremost notch 43, the clutch hub 17. in aposition to connectthe shafts this time, however, the huhQOremainsin 1'3and 14, and thle sprocket wheel 33 disengaged from the shaft 13-, sothat the -counter-shaft21, 22- is idle. If thevlever 41 be now movedrearwardlyuntil the dog -12 engages the first depression 46 the pinion49'will be rotated and the part 58 moved to it s, cen tral. position sothat there will be no operative connection between the countershaft andthe driven .shaft '14, and said -couiiter-shaft]will v run idle. Afurther movement of "the lever-41 tothe next notch 43 will produce arotation of the pinion to cause the clutch'hub 20 to engage the sprocketwheel 32-thereby is'ettingthe parts for the intermediate speed drive. Afurther movement of the lever. 41 to the next depression 46 willcause afurther rotation of the pinion .50, thereby disengaging the hub 20fromthe sprocket 13 leaving the driven shaft again disengaged. A furthermovement of the lever 41 to the third notch 43 will cause a furtherrotation of the pinion 50 by disconnecting the hub 26 from the hub- 30,and the driven .shaft 14 will be again discausing the clutchhnb 2 0 toengage the sprocket 3?, thereby connecting the parts for the lowspeeddrive. 'A further movement of the lever 41 to the last depression 46will cause the pinion 51 to be turned therenoeaeva engaged fromoperative connection with the power shaft. 'A final movement of thelever 41 to the last notch 43 will cause a further rotation of thepinion 51, and a further 'movement of the hub 26 to cause the engagement of the gears 27 and 40 thereby connecting the driven shaft 14for the reverse drive. It will now be seen that a. single movement in asingle direction of "the lever 41 is capable of producing successivelyall of the necessary connections in". 7-5 a high, intermediate and lowspeed forward drive, and for a reverse drive, and that in moving saidlever from one position to another a neutral or intermediate position isin each case assumed-in which the driven shaft 14 is entirely disengagedfrom the power shaft, so that, by manipulation of the lever 41, themechanism may be quickly stopped at any time irrespective of the speedor direction of drive and may subsequently be started at any speedor ineither direction. It .will furthermorebe seen that said lever 41 can bemoved to any position with the mechanism. either in motion or at rest,and through one or more intermediate positions, Without causing. theengagement of the clutches corresponding to said intermediate positionsif said clutches are not in the proper relative positions for suchengagement, the roper connections 81 yielding to permit S1101 movement.'By virtue of this construction the operator'is not obliged to wait for.the engagement and subsequent disengagement of intermediate gears inshifting from one, extreme position to another. For example, themechanism "may be changed from high to low speed without the necessityof engaging the diate speed.

Having thus described my invention I claim and desire to secure byLetters Patent:

1. In a transmission mechanism, in combination, a power shaft, a drivenshaft, a single transmission counter-shaft, transmission elementsconnecting said power shaft and counter-shaft, cooperating,alternatively operative members onsaid driven shaft and counter-shaftfor causing'said driven shaft to be driven in either direction, a singledevice movable into alternative positions for effecting the operativeconnection of said power shaft with saiddri-ven shaft directly and withsaid counter-shaft through, said transmission elements,- and mechanismfor controllingsaid device.

2. In a transmission mechanism, in combination, a power shaft, a drivenshaft, a single transmissioncounter-shaft, transmission elementsconnecting said power shaft and counter-shaft, cooperating members onsaid drivenshaft and'count'errshaft for causing said driven shaft to bedriven in either parts for the intermenoeaa.

directionand at: difi erentspeeds, a, single devicemovable intoalternative positions. for effecting the operative connection of saidpower shaft with said driven, shaft directly and with said counterehaftthrough said;

transmission elements,and mechanism for controlling said device.

3. In a transmission. mechanism, in combination, a driven shaft, a,single countershaft, one or more sprockets oneach of, said shafts, oneon more chains. connecting said sprockets, intermeshing gears onsaidshafts,

'" devices forclutching one or more of said sprockets to said drivenshaft, for rendermg operative or lnoperatlve. asprocket on saidcounter-shaft, and. for. engaging and.

disengaging said gears, and means for controlling said devices'.

'4; Ina; transmission mechanism,tin com.- bination, a power shaft, adriven shaft, a COlllltBTr-Shflxft, a sprocket; on said, power shaft, aclutch. for operatively connectingsaid. sprocket with saidshaft, asprocket on said counter-shaft, achain connecting said last-namedsprocketwith. said first-named.

Qsprocket, a series of additional sprockets. on

said counter-shaft, chains connecting the .opposite sprockets ofsaidseries in pairs,

clutch devices for operatively connecting one of the sprockets of eachpair with its respective shaft,-and means for controlling,

said clutch devices.

5. In a transmission mechanism, 1n. combination, a power shaft, a.driven shaft, a

counter-shaft, transmission devices connecting said power shaft andcounter-shaft, a

plurality of devices for driving said driven shaft from saidcounter-shaft, and a single device movable to opposite positions foralternatively effecting the operativeconnection of said power shaft withsaid driven shaft directly and with said counter-shaft through saidtransmission devices.

6(In a transmissionmechanism, a power shaft, a driven shaft, acounter-shaft, transmission devices connecting said power and -on saiddriven shaft and counter-shaft whereby said driven shaft may be drivenfrom said counter-shaft in either direction;

7. In a transmission mechanism, in combination, a power shaft, adriven'shaft in alinement therewith, a countelg shaft, means foroperatively connecting said' power shaft and counter-shaft, a pluralityof alternatively operative positive driving conned tions directlyconnecting said counter-shaft and driven shaft, clutches for renderingsaid clutchv foralternatively directly connecting said power shaftwithsaid driven shaft and.

with said first-named connecting means.

8, In a transmission mechanism, in. combination, a, power-shaft, adriven shaft in alinement. therewith, a counter-shaft, means for drivingsaid counter-shaft from said:

power shaft, a. plurality of alternatively operative devices directlyconnecting saiddriven shaft and counter-shaft, and a'double actingclutch for alternatively connecting said; power shaft with said drivenshaft and with. said counter-shaft driving means.

9; In a transmission mechanism, inv combination, a driven shaft, acounter-shaft, driving connections intermediate said shafts, gears alsoconnecting-said shafts, a sleeve by which one of said gears is carried,said sleeve being longitudinally movable with respect tov one of saidshafts and connected thereto to rotate therewith, and meanscar ried bysaid sleeve for rendering said con nections operative andinoperative.

l0. In-a transmission mechanism, in com bination, apower shaft, a drivenshaft, mechanism for driving said" driven shaft from-said power shaftincluding devices for alternatively connecting the sameto produce aplurality of different drives, a controller movable toa plurality ofsuccessive positions for causing said driving mechanism to be connectedto produce said different drives respectively, and means; foroperatively connecting said controller with said connecting devices,said means being con structed and arranged to permit said, controller tobe moved from. one position to another through one or more intermediatepositions wit out causing said driving mechanism to be connected toproduce the.

drive or drives corresponding to said inter mediate positions.

11. In a transmission mechanism, in combination, a power shaft, a drivenshaft, mechanism intermediate said shafts for producing a' plurality ofdrives of said driven shaft from said power shaft and; including one ormore clutch devices, a controller, and connections intermediate saidcontroller and clutch devices for yieldingly engaging said clutchdevices and positivelydisengaging the same. 1

12. In a transmission mechanism, in combination, a power shaft, a drivenshaft,- mechanism intermediate said shafts for roducing a plurality ofdrives of said drlven shaft from said power shaft and including one ormore clutch devices, a controller, and connectionsintermediate saidcontroller and clutch devices each including a yielding ele- L ment andmeans for limiting the amount of yield of said element.

13. In a transmission mechanism, in combination, a power shaft,a drivenshaft,

connections operative or inoperative, and a mechamsm intermediate saidshafts for pro- 186 ducing a plurality of drives of said driven v shaftfrom said power shaft and including one or more double acting clutchdevices, a controller, and connections intermediate said controller ,andclutch .7 devices each constructed to have a limited yielding movementin both directions.

14. In a transmission mechanism, in combination, a power shaft, a drivenshaft, mechanism intermediate said shafts for producing a plurality ofdrives of said driven shaft from said power shaft and including one ormore clutch devices, a controller, and connections intermediate saidcontroller and clutch devices each 7 including a slotted sleeve, a rodwithin said sleeve and having a projection entering the slot thereof,fast and loose collars on said sleeve, and a spring interposed betweensaid collars.

15. In a transmission mechanism, in combination, a power shaft, a drivenshaft,-

mechanism intermediate said shafts for producing a plurality of drivesof said driven shaft from said power shaft and including one or moreclutch devices, a controller, and

connections intermediate said controller and clutch devices eachincluding a slotted sleeve having a projection adjacent the slot, a rodwithin said sleeve and having a pin entering said slot, collars fast onsaid sleeve at opposite sides of said projection, collars loose on saidsleeve between said fast collars and said projection, and springsinterposed between said fast and loose collars,

aa ama- 17. The combination with a transmission mechanism, ofcontrolling mechanism therefor, said controlling mechanism including arock shaft,- a pinion on'said rock-shaft, a slide provlded with rackteeth adapted to engage said pinion, said slide and pinion beingprovided with interengaging surfaces for locking said pinion againstrotation when out of engagement with said rack teeth.

18. The combination with a transmission mechanism, of controllingmechanism therefor, said controlling mechanism including a slide havingrack teeth formed thereon, a rock shaft, and a pinion on said rock shaft and adapted to be engaged by said rack teeth, said pinion having anotch con structed and arranged to receive the edge of said slide whensaid pinion and teeth are out of engagement.

In testimony whereof I aflix my signa-:-

ture, in presence of two witnesses.

' PHILIP B. LASKEY.

' Witnesses:

HORACE LBROUGHTON, f WILLIAM A. BnowN.

